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Welche Teile zur 20.000- und 40.000-km-Inspektion gehören, worin sich die Kits unterscheiden und wann Porsche Originalteile die richtige Wahl sind.

Organisch, niedrigmetallisch oder Rennbelag – welcher Bremsbelag zu welchem Einsatz passt, von der Landstraße bis zum Track Day.

A 992 GT3 in the pits at Spa, but no stamp in the track day pass: too loud during the drive-by measurement. At the same time, after three hot laps, the pedal feel becomes soft, and the ceramic discs react nervously. Both problems can be solved with manageable effort – if the combination of additional silencer and pad-side adjustment is right. The Noise Problem on the Racetrack Most European track days have a drive-by noise limit of 95 dB(A), with some tracks like Spa-Francorchamps or the Nordschleife even at only 90 dB(A) on selected dates. A 992 GT3 or Turbo S with an open sports exhaust system is significantly louder as standard and will be sent out of the session without adjustment. The clean solution is the Track Day Silencer Tailpipe Kit Porsche 992 – a pure slip-on rear silencer that can be installed in a few minutes without a lift and reduces the drive-by noise by 5–8 dB(A). In contrast to a complete exhaust conversion, the original exhaust system remains untouched, installation is tool-free or with minimal effort, and after the track day, the part can be removed again in two minutes. The Milltek Titanium Sports Exhaust Silencer Bypass variant for the 992 works similarly but requires replacing the entire rear silencer. Brake Pads for PCCB Ceramic Brakes The second critical point: Almost all 992 GT3, Turbo, and GTS with the PCCB option have OE ceramic pads installed ex works, which are designed for road use and moderate sporty driving – but not for real track day laps. On the racetrack, this leads to a decrease in friction coefficient at high temperatures and disproportionate wear of the expensive ceramic discs. Standard steel pads destroy the PCCB disc – only approved ceramic special pads are suitable here. The Pagid RSC3 series is developed precisely for this: RSC1 as an entry-level for track day use, RSC3 as a racing version for 991 Turbo/GT3 and 992 S/Cayman GT4. All RSC compounds are explicitly approved for ceramic discs and protect the disc surface significantly better than improvised solutions. The Complete Track Day Package For a clean 992 track day setup, three things go together: the track day silencer for noise compliance, suitable RSC ceramic pads for the brakes, and racing brake fluid with a high wet boiling point. Anyone who only changes the pads will still lose the session due to noise. Anyone who only retrofits the silencer will be in the pits with a soft pedal after three laps. For drivers with steel brakes instead of PCCB, different pads apply – here, Pagid RSL or PFC Track & Race are the right alternatives, available as E4922, E4925, or E4927 for the 992. A clean 992 track day setup costs significantly less than a single PCCB disc change due to the wrong pad. The additional silencer is the cheapest upgrade for noise-critical tracks, and the RSC brake pads are the only approved option for ceramic brakes in racing use.

The selection of brake pads for a Porsche rarely fails due to a lack of options, but rather due to the multitude of good choices. Textar, Brembo, Pagid, EBC, and PFC often cover the same model with five different compounds – from OEM replacement to pure racing pads. The right choice depends less on the model than on the actual use case. Daily Driving and OEM Replacement – Textar, ATE, Brembo HP2000 If you use your Porsche as a daily driver or weekend car, the original brake pads in OEM quality are sufficient. Textar supplies Porsche ex-works and is the most affordable clean choice – for example, the Textar rear brake pads for 928/944/964/968/993. Brembo HP2000 is a slightly harder OEM pad with noticeably better high-temperature performance than standard Textar, ideal for spirited driving in 964 or 993 models in everyday use – the Brembo Sport HP2000 brake pads are a classic choice here. If you just want to replace what was originally installed, Textar or ATE are the right choice – affordable, quiet, OEM quality. Sporty Road and Fast Road – Pagid Street+, EBC Redstuff, Yellowstuff From the moment a Porsche is driven ambitiously on country roads or mountain passes, the standard brake pads reach their thermal limits – especially in 964 Turbo, 944 Turbo S, or any 993 with increased power. Pagid Street+ is the first choice here: available for almost every model from 944 to 992, clean cold braking performance, and significantly more thermal reserve than standard pads – a standard candidate is the Pagid Street+ for 928/944/964/968/993. EBC Redstuff is the low-dust alternative for drivers who prioritize wheel hygiene, for example, the EBC Redstuff for 928/944/964/968/993. For true fast-road use with occasional track days, EBC Yellowstuff or the Pagid RS compound are worthwhile – both are road-legal but significantly more temperature stable up to approximately 600 °C. A suitable track-day-capable pad is the Pagid RS Fast Road & Race for 993/996/997. Track Day and Motorsport – Pagid RSL, EBC Bluestuff, PFC Track & Race Those who regularly visit the racetrack need true track day pads. Pagid RSL is the de facto standard in Porsche racing – available for 993 to 992, Cayman GT4, and all GT3 models, for example, the Pagid RSL Track Racing for 993/996/997. EBC Bluestuff NDX is the more affordable alternative for ambitious track day drivers without racing approval. PFC Fast Road & Race sits between the two and is particularly suitable for 996/997 GT3 and 991 Turbo. For pure racing – sprint races, VLN/NLS, Carrera Cup – Pagid RST and PFC Track & Race remain: both absolutely require operating temperature, have short road lifespans, and are not street-legal. Important: Always use track day and racing pads with racing brake fluid – for example, with Pagid Sport DOT 5.1. Otherwise, the boiling point of the fluid will be the weakest link. The right pad choice follows the usage profile, not the model name. Textar or ATE for daily driving, Pagid Street+ or EBC Redstuff for sporty drivers, Yellowstuff or Pagid RS for Fast Road. Only with regular track days are RSL, Bluestuff, or PFC worthwhile – and then only with suitable fluid and lines.

EBC makes it easy for the buyer: brake pads have color codes instead of cryptic abbreviations. Nevertheless, the problem is well-known – which color for which Porsche and which application? A 356 for a classic car rally requires different pads than a 964 Turbo on the Nordschleife. This guide clearly assigns the EBC range to the respective application profile. Greenstuff and Redstuff – the Street Pads Greenstuff is the classic EBC compound for smaller vehicles and historical models – in the Porsche context, these are primarily the 356, 911 (1965-83), 912, and 914. The pad develops a decent coefficient of friction from cold, is low-noise, and protects the old discs of classic cars, which are often barely within tolerance. For Porsche models from the 944 upwards, Greenstuff is too soft – this is where Redstuff comes in. Redstuff is a Low-Dust Ceramic pad, specially developed for more powerful road vehicles: low brake dust, good cold braking performance, temperature resistance up to approx. 400 °C. The right choice for 928, 944, 964, 993, and comparable models in normal road use. A proven example is the EBC Redstuff for 928/944/964/968/993. For the classic models 911/912/914/924, there is the EBC Greenstuff. Yellowstuff – Fast Road and occasional Track Days Yellowstuff is the compromise pad for drivers who drive their Porsche ambitiously on country roads and go to the racetrack a few times a year. The compound combines decent cold braking performance with temperature stability up to approx. 650 °C – this is sufficient for a normal track day with a 964, 993, or 996 without fading. In everyday use, the coefficient of friction lies between Redstuff and pure racing pads; this comes at the cost of slightly more brake dust and a more noticeable initial braking noise. Yellowstuff is particularly suitable for modified vehicles with increased performance – such as a 964 Turbo or 944 Turbo S – where the stock pad reaches its thermal limits, but a pure racing pad would not be practical for everyday use. A concrete tip is the EBC Yellowstuff Fast Road for 928/930/944/964/968/993. Bluestuff NDX and RP-1 – the Motorsport Sector Bluestuff NDX is EBC's dedicated track day pad – a modern semi-metallic compound for drivers who regularly hit the racetrack. Unlike Yellowstuff, Bluestuff is designed for a consistent coefficient of friction at high temperatures, with significantly better durability in track day operation. An example is the EBC Bluestuff NDX Race for 911/928/944/964/968/993. For pure daily driving, Bluestuff is oversized – the compound needs temperature to deliver its full coefficient of friction. The RP-1 series is one step higher: this is EBC's pure racing pad, derived directly from motorsport. The EBC RP-1 Racing for 928/944/964/968/993 requires operating temperature and is only approved for closed-circuit racing. Racing brake fluid and braided steel lines are also appropriate. For classics from 356 to 914, Greenstuff is the right choice; for modern road Porsches, Redstuff. Yellowstuff is worthwhile for spirited country road driving and occasional track days, while Bluestuff NDX is only suitable for regular racetrack use. RP-1 should only be used in vehicles that also reach their operating temperature.

  Porsche 993 Suspension – Control Arms, Drop Links and Top Mounts The suspension of the Porsche 993 is designed for durability – however, the bearings and connecting elements age regardless and leave clear symptoms when they need to be replaced. If knocking noises occur when driving over bumps, a systematic check of the entire front axle is worthwhile. Control Arms – Noises and Tracking The control arms of the 993 absorb longitudinal and lateral forces on the front axle. A typical wear pattern in the G50 suspension is the deterioration of the rubber bushings on the control arm bolt – recognizable by springy knocking noises when starting off and creaking when steering. At the same time, the tracking suffers, which manifests itself in an unstable straight-line driving. The Front Axle Suspension Package (Control Arms & Tie Rods) – 993 contains all the necessary parts for a complete overhaul of the front axle kinematics and thus avoids subsequent work due to piecemeal replacement. Drop Links – Underestimated Wear Parts Drop links connect the stabilizer and the shock absorber and are regularly due for replacement on the 993 – often from as early as 60,000 km. Defective drop links produce a metallic rattling over uneven roads, which is directly audible in the cabin. The Drop Link Set (front+rear) – Porsche 993 Carrera 2 covers both axles and should always be replaced completely – i.e., front and rear – as service life and load are identical. For the C4, Turbo and M030 suspension, a separate variant with different installation dimensions exists. Top Mounts – Silent Source of Error The top mount at the top of the shock absorber transfers all vertical forces to the body. A worn top mount is noticeable by cracking when steering and causes measurable tracking deviations. Since the 993, by design, does not have a separate shock absorber bearing, the top mount is the central element of the upper shock absorber guide. The Top Mount Set front (2 pieces) – Porsche 993 is replaced in pairs; after installation, a wheel alignment is mandatory. Suspension work on the 993 should be carried out systematically: whoever replaces control arms also checks drop links and top mounts. The time required for the combined replacement is hardly greater than for individual items – the difference in driving feel is definitely worth it.

Porsche 964 and 993 Clutch – When and How to Replace? Clutch wear on the Porsche 964 and 993 creeps up on you. Those who regularly drive on country roads or in city traffic often only notice the decreasing transmission performance when slipping under higher load becomes undeniable. Proactive replacement saves significantly more than a recovery after a breakdown. Wear Signals – What indicates a clutch is due for replacement The G50 gearbox of the 964 and 993 transmits power via a single-plate dry clutch. Typical signs of wear: a higher clutch engagement point (pedal needs to be pressed further), slipping under load in higher gears, and a spongy, undefined engagement. Grinding noises when disengaging indicate a worn release bearing. The SACHS Clutch Kit – Porsche 964 / 993 Carrera & RS includes a clutch disc, pressure plate, and release bearing in a set and corresponds to OEM / original equipment quality – SACHS is the original supplier for this model. Release Bearing and Release Fork – Always order together A clutch replacement without simultaneously replacing the release bearing is not economically sensible. The release bearing of the 964 / 993 sits on the gearbox input shaft and can be changed in a few minutes when the gearbox is open. The SACHS Performance Clutch Release Bearing – Porsche 964 / 993 / 996 is the recommended replacement for Carrera, Turbo, and RS models. At the same time, the release fork should be checked for wear at the pivot point – a broken fork head is a common consequence of driving for too long with a defective bearing. Installation Instructions G50 Gearbox Clutch replacement on the 964 / 993 requires complete gearbox removal – not an intervention for a quick lift. Center the clutch disc correctly during installation (use a centering tool), check the driven plate for shaft profile. The Clutch Release Fork – Porsche 964 / 993 / GT2 / GT3 should also be replaced if noticeable play is present at the pivot point, as it is under load and a break leads to immediate loss of clutch function. For the 964 and 993, the rule is: always consider the clutch, release bearing, and release fork as a unit. The combined replacement is economical and prevents an unplanned gearbox removal in a short period.

Porsche 964 Brake Discs – Wear, Variants, and Replacement Brake discs on the Porsche 964 are often underestimated. Reacting only when there is significant juddering or visible grooving risks damaged pads and longer braking distances – especially with a vehicle that should react identically in everyday driving as it does on the race track. Recognizing Wear – When is Replacement Due? The minimum thickness of the brake disc is the most important indicator. For the 964 Carrera, it is 28 mm at the front, and for the Turbo / RS model with the large braking system, it is 32 mm. If the disc falls below this value, it must be replaced – regardless of its visual condition. Deep grooves, hairline cracks in the friction ring, or uneven wear are other clear signals. A measurement interval at every tire change is recommended. As a direct complement to worn discs, we recommend replacement with the Zimmermann Front Brake Disc (Drilled) – Porsche 964, which remains corrosion-stable due to its Coat-Z coating and is compatible with standard pads. Variants: Drilled, Slotted, or Standard? There are three versions available for the 964. Standard discs offer optimal durability in everyday use. Drilled discs improve heat dissipation and prevent gas pockets under the pad – useful for regular cross-country and track driving. Slotted discs permanently clean the pad and are particularly suitable for sporty use. For the rear axle, the Zimmermann Rear Brake Disc (Drilled) – Porsche 964 delivers the same quality and fits directly onto the standard caliper mount. Always replace discs per axle, never just one side. Porsche Original – When is it Worth It? If you want to maintain the 964 in its original condition or operate the Turbo/RS braking system with the large four-piston caliper, choose the original equipment variant. The Brake Package Front (Porsche Original) – 964 Turbo / RS includes discs and pads in original specifications and is the only choice for restorations compliant with vehicle registration. Installation tip: Always degrease new discs and gently bed in the pads – ten to twelve moderate brake applications from 80 km/h are sufficient. With the 964, there is no compromising on the braking system. Regular thickness measurement, axle-by-axle replacement, and the correct disc type for the respective application will permanently maintain braking performance at the expected level.

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